JP5675159B2 - Car rear axle with two suspension arms with vertical openings - Google Patents

Description

  The present invention relates to a rear axle for an automobile, and an automobile equipped with the axle.

  Automobiles generally have a rear axle connected to the vehicle body, and the rear axle supports the hub of the wheel while guiding the rear wheel so that the suspension can stroke.

  A rear axle of the known type, called a torsion beam type, has two longitudinal suspension arms arranged on both sides of the vehicle, the front of each arm being pivotable according to a substantially transverse axis Thus, it is connected to the vehicle body by elastic connection. Wheel hubs are secured to the rear of each arm.

  The elastic connection makes it possible to damp vibrations coming from the wheels during travel, thereby preventing vibrations from being transmitted to the car body and reducing noise.

  The rear axle has an overall shape of “H” shape, and a torsion beam disposed in the transverse direction is fixed to the central portion of each suspension arm at both ends thereof. This torsion beam retains the geometric shape of the suspension arm and also functions as an anti-roll bar by torsional deformation to limit the roll angle of the vehicle body.

  A torsion beam type rear axle is generally manufactured by mechanized welding of a drawing member and a welding member. This type of torsion beam type rear axle is widely used because it provides a good compromise between sufficient rear wheel guidance and cost control.

  The vehicle body is supported by two suspension coil springs that each support the rear of the suspension arm. A hydraulic shock absorber is arranged in parallel with the spring for each suspension arm, thereby reducing vibration of the vehicle body and ensuring comfort and load holding. Since a relatively large stress is transmitted from the suspension spring and the shock absorber to the suspension arm, it is necessary to design the arm so as to suppress deformation.

  In order to disperse the stress with the suspension arm and prevent torsional deformation, it is known, especially from French Patent No. 2636571, to place the suspension spring support on the center line of the arm. A recess approximately half the thickness of the arm is provided at a position substantially along the suspension arm center line at the top of the suspension arm, and a support for receiving the base of the suspension spring is formed.

  However, for the purpose of limiting the stress in the arm due to the reaction force of the shock absorber in the same way, preparing the lower fixed part of the shock absorber in a form that is also approximately centered on the center line of the suspension arm difficult.

French Patent No. 2636571

  The object of the present invention is, inter alia, to propose a rear axle with a simple and economical shock absorber mounting which can eliminate such disadvantages in the prior art and limit the stress on the suspension arm.

  Accordingly, the present invention provides a rear axle for an automobile that includes two suspension arms having a hub bracket that swings around a front axis in a substantially vertical plane and supports a rear wheel behind each arm portion. In the rear axle further including a torsion beam for connecting the two suspension arms, each suspension arm is disposed in the width of the arm portion in front of the hub bracket central axis between the beam and the hub bracket. Proposed is a rear axle characterized in that it has an opening that is substantially vertical in contour and that receives an impact absorber having a lower fixing part connected to a suspension arm.

  Advantageously, a shock absorber penetrates the opening from end to end. In fact, the advantage of the rear axle according to the present invention is that the shock absorber is fixed so that the base of the shock absorber is centered under the suspension arm by allowing the suspension arm to pass through the width of the arm. Is able to balance the reaction force.

  Furthermore, the rear axle according to the present invention may comprise any one or more of the following features that may be combined with each other.

  Advantageously, the suspension arm comprises an upper plate and a lower plate, each having a hole which is aligned with each other to form an opening, and a reinforcing tube passing through the opening is fixed to the two plates.

  The base of the stiffening tube can have a cut end with two holes centered in the transverse direction to pass the fixed shaft, enclosing a cap that surrounds the lower fixed part of the shock absorber and connects to the suspension arm. Consists of.

  In one embodiment, each suspension arm has a longitudinal body of plate material drawn in accordance with a cross-section having an “U” -shaped overall shape, and includes two substantially horizontal plates, each corresponding to an upper plate and a lower plate. Provide wings.

  The stiffening tube can be welded to the edge of two wing holes with a “U” shaped cross section.

  The stiffening tube can be a thin plate that is rolled to enter the hole.

  The opening provided in the suspension arm can have a shape elongated in the longitudinal direction, and the lower fixing portion of the shock absorber is substantially centered along the length of the opening.

  The torsion beam can be fixed to the central portion of the suspension arm at both ends thereof.

  According to one variant, each suspension arm comprises an arm front half and an arm rear half, each fixed directly to the torsion beam.

  According to another variant, the torsion beam has two bent back ends forming an integral suspension arm rear half, and the two front suspension arms front half are fixed to the beam.

  The present invention is also directed to an automobile having a rear axle as described above.

  The description given below with reference to the accompanying drawings will facilitate an understanding of the invention and other features and advantages will become more apparent.

1 is a perspective view of a rear axle half according to the prior art. FIG. It is a perspective view of the rear axle half by the 1st form of the present invention. It is a detail drawing of the suspension arm of the axle half after that. It is a perspective view of the rear axle half by the 2nd form of the present invention. It is a perspective view of the rear axle half by the 3rd form of the present invention.

  FIG. 1 (prior art) shows the right side of the rear axle half with a suspension arm 2 arranged longitudinally on the side of the vehicle. The front part of the suspension arm 2 is provided with a wheel 4 whose central axis is arranged in a substantially transverse direction, and this wheel receives an elastic block inserted into a cap fixed to the vehicle body, thereby damping the vibration. Make an elastic joint.

  The rear portion of the suspension arm 2 includes a hub bracket 6 that supports a transverse shaft that receives the rear wheel by a bearing.

  Both ends of the torsion beam 8 are fixed to the suspension arm at the center point of the suspension arm 2. The torsion beam 8 serves as a torsion spring that maintains the geometric shape of the suspension arm 2 and limits the difference in stroke between the two arms.

  The suspension arm 2 includes a substantially horizontal support surface 12 formed by a drawn plate material at the rear, and the support surface receives the lower end of the suspension coil spring.

  A hydraulic shock absorber 10 having a sliding cylinder whose upper end is fixed to the vehicle body passes beside the outer surface of the suspension arm 2 in front of the hub bracket 6.

  The lower end of the hydraulic shock absorber 10 includes a ring having a rubber inner ring. The suspension arm 2 is fixed with a transverse axis passing through this ring, thereby achieving an elastic connection. This transverse axis can have a fixing screw which is screwed into a hole in a cylindrical member welded to the side of the suspension arm 2.

  The hydraulic shock absorber 10 whose main body has a certain diameter is sufficiently separated from the parallel suspension arms 2 so that it does not come into contact during the stroke of the suspension. The fixing transverse axis of the shock absorber 10 base can be mounted in the cap, but in that case the production of the rear axle is complicated.

  The transverse axis can be cantilevered. In that case, the shaft will be subjected to bending stress, so the shaft must have a large diameter to support the load.

  As a variant, the shock absorber 10 can be arranged near the torsion beam 8 inside the suspension arm 2. In that case, it is not easy to center and weld the cylindrical member that receives the fixed shaft of the shock absorber 10 to the inside of the suspension arm 2.

  In these solutions, since the lower fixed portion of the shock absorber 10 is offset with respect to the center line of the suspension arm 2, the torsion of the arm causes the shock absorber 10 to be out of alignment with the fixed portion. Will work. This deviation causes fatigue of the rubber ring of the fixed portion, and causes internal friction and more severe wear of the shock absorber 10.

  In either case, the thick plate material or reinforcing material necessary for the suspension arm 2 to withstand bending stress will increase the weight of the rear axle.

  2 and 3 show a suspension arm 20 having a longitudinal body 22 for connecting the front wheel 4 and the hub bracket 24 to the rear axle 31 according to the invention, the longitudinal body 22 having the beam 8 welded thereto. .

  The longitudinal body 22 comprises a plate that is drawn according to a generally “U” -shaped cross-section extending along the body. The “U” -shaped cross section of the main body 22 has two horizontal wings, and the open side of the cross section faces the outside of the vehicle. The main body 22 of the suspension arm 2 made of a single plate is economical.

  The torsion beam 8 is welded from the inside to the closed side of the cross section. The hub bracket 24 that supports the wheels 34 and the support surface 26 that receives the base of the suspension coil spring are each made of a drawn plate material welded to the main body 22.

  Each wing of the “U” -shaped cross section of the body 22 has a hole centered with each other ahead of the central axis of the hub bracket 24 between the torsion beam 8 and the central axis of the hub bracket 24. A substantially vertical opening through the suspension arm 20 is formed.

  The opening receives a reinforcing tube 30 that penetrates the main body 22 of the suspension arm 20 from end to end and penetrates to both sides. The reinforcing tube 30 is attached to two holes of both wings of the main body 22 exactly. Both blades are joined to the reinforcing tube 30 by welding performed at the edges of the holes of the two blades of the main body 22.

  In this way, the reinforcing tube 30 is welded to the two wings of the main body 22 to connect the two wings, and the suspension arm 20 is greatly strengthened, thereby completing the rigid body assembly.

  The base of the reinforcing tube 30 includes a cut end having two lower protrusions each having a hole through which the fixing screw 32 passes through the reinforcing tube 30 centered on the transverse axis of the vehicle. The protrusion forms a cap that receives the base of the shock absorber 10 therein, and the fixing screw 32 penetrates the lower ring of the shock absorber 10 supported on both sides by the reinforcing tube 30.

  Advantageously, the reinforcing tube 30 consists of a rolled thin sheet, which is an economical method.

  In this way, a cap-shaped mounting portion that balances stress is formed, and the fixing screw 32 does not receive bending stress. The fixing screw 32 can be reduced in diameter and length as compared to the cantilever mounting portion.

  Furthermore, the stress transmitted by the shock absorber 10 passing substantially on the center line of the suspension arm 20 hardly gives torsional stress to the arm. The main body 22 can be more easily manufactured from a thin drawn plate, and the product can be lighter and more accurate.

  The opening provided in the wing of the main body 22 of the suspension arm 20 has a shape that is extended in the longitudinal direction. The fixing screw 32 is centered in the center of the stretched shape so that the base of the shock absorber 10 is positioned approximately in the center of the opening in the longitudinal direction when the suspension is in a resting state.

  Thereby, when the suspension strokes and the suspension arm 20 moves, the shock absorber 10 can swing back and forth with respect to the arm in the stretched opening.

  Further, the longitudinal diameter of the reinforcing tube 30 is narrowed downward and widened upward, so that the cross section of the reinforcing tube 30 can be reduced to the minimum necessary to ensure the movement of the shock absorber 10.

  FIG. 4 shows a rear axle 41 having a torsion beam 42 with a forward suspension arm front half 40 connected to a rearward suspension arm rear half 44 welded to the end as a modification. The two half arms 40 and 44 joined to each other form a set of arms having the same function as the suspension arm described above, and include an elastic joint on the front side and a hub bracket 24 on the rear side.

  Similarly, the longitudinal main body of the rear arm portion 44 can be made of a plate material that is drawn according to a substantially “U” -shaped cross section with the open side facing the outside of the vehicle.

  Both wings of the U-shaped cross section of the rear arm portion 44 each have a hole that forms a vertical opening that receives the reinforcing tube 30 penetrating the suspension arm 20. Therefore, the same advantages as described above are obtained with respect to the mounting of the shock absorber 10 and the reinforcement of the rear half 44 of the suspension arm.

  FIG. 5 shows, as a second variant, a rear axle 51 with a torsion beam 52 that is bent back at both ends to form two rear suspension arms. The forward suspension arm front half 40 is welded to a portion where the torsion beam 52 is curved.

  By doing so, the number of parts constituting the rear axle 51 is reduced, and the production management becomes easy.

  The torsion beam 52 including the end portion constituting the rear half of the arm is made of a plate material that is drawn according to a substantially “U” -shaped cross section with the open side facing the front of the vehicle.

  Both wings of the “U” -shaped cross section of the rear half of the arm also receive the reinforcing pipe 30.

2, 20 Suspension arm 4 Front wheel 6, 24 Hub bracket 8, 42, 52 Torsion beam 10 Shock absorber 12 Support surface 22 Longitudinal body 26 Support surface 30 Reinforcement pipe 31, 41, 51 Rear axle 32 Fixing screw 34 Wheel 40 Suspension arm Front half 44 Suspension arm latter half

Claims (10)

Two suspension arms (22, 44) having a hub bracket (24) supporting a rear wheel (34) are provided at the rear of each arm portion, swinging around an axis positioned in the front in a substantially vertical plane. In a rear axle (31, 41, 51) for an automobile, further comprising a torsion beam (8, 42, 52) connecting the two suspension arms (22, 44), Each suspension arm (22, 44) is located within the width of the arm portion in front of the central axis of the hub bracket (24) between the beam (8, 42, 52) and the hub bracket (24). Shock absorber (10) having a substantially fixed opening with a closed contour and having a lower fixing part connected to the suspension arm (22, 44) An opening for receiving,
The suspension arms (22, 44) are provided with an upper plate and a lower plate, each having a hole that is aligned with each other to form the opening, and a reinforcing pipe (30) that penetrates the opening is formed between the two plates. Fixed,
The base of the reinforcing tube (30) has a cut end having two holes centered in the transverse direction for receiving the fixed shaft (32), and surrounds the lower fixed portion of the shock absorber (10). A rear axle (31, 41, 51), characterized in that it comprises a cap connected to the suspension arm (22, 44 ).   Rear axle (31, 41, 51) according to claim 1, characterized in that the shock absorber (10) penetrates the opening from end to end. The suspension arm has a longitudinal body (22, 44) made of a plate material drawn in accordance with a cross section having an overall “U” shape, and has two substantially horizontal wings corresponding to the upper plate and the lower plate, respectively. Rear axle (31, 41, 51) according to claim 1 or 2 , characterized by comprising. Rear axle (31, 41, 51) according to claim 3 , characterized in that the reinforcing tube (30) is welded to the edge of the hole of the two wings with a "U" shaped cross section. The rear axle (31, 41, 51) according to any one of claims 1 to 4 , characterized in that the reinforcing tube (30) is made of a thin plate wound so as to enter the hole. The opening provided in the suspension arm (22, 44) has a shape elongated in the longitudinal direction, and the lower fixing portion of the shock absorber (10) is substantially centered along the length of the opening. Rear axle (31, 41, 51) according to any one of claims 1 to 5 , characterized in that. It said torsion beam (8) is characterized in that it is fixed to the center portion of the suspension arm (22) at its ends, the rear axle according to any one of claims 1 6 (31). With each of the suspension arm is the arm front half portion (40) and the arm second half section (44), respectively, characterized in that is secured the directly torsion beam (42), any one of the claims 1 6 Rear axle (41) according to The torsion beam (52) has both ends bent backward to form the rear half of the integrated suspension arm, and the two front halfs (40) facing forward are fixed to the beam (52). Rear axle (51) according to any one of claims 1 to 6 , characterized in that. An automobile comprising the rear axle (31, 41, 51) according to any one of claims 1 to 9 .

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